Mechanism for the alteration of speed.



No. 6 64,96l.

(No Modqi.)

- Patehtpd lan. I, I90I. c. E. MATHIEU.

MECHANISM-FOR THE ALTERATION OF SPEED.

( lication filed Apr. 17, 1900.)

PI G I NORRIS PETERS. INC.. L'|THO.. WASHlNGTON. D. C.

No. 664,96I.

I Patqhted Jan. I, I90l. .1. c. E. MATHIEU. I I I mscum sm run ma nsrmnou or SPEED.

A nm'mn filed Apr. 11, 1900.;

(No Model.) a Shah-Shut 2.

' Patented Jan. I, mm;

No. sugar.

4. c; a, mA mau. MEGHANISH FDR THE ALTERAT ON UF SP EEDL JFII GJ- F n-c- 9-- UNITED STATES PATEN OFFICE,

JOSEPH CHARLES EUGENE MATHIEU, or NEUILLY, FRANCE.

'MECHVAYMSIM FORTHE ALTERATIONOF SPEED.

SPECIFICATION forming part of Letters Patent No. 664,961, datedJanuary 1, 1901.

Application filed April 17, 1900- s'erial No. 13,252. (No model.)

To all whom it may concern.- I

Be'it known that I, JOSEPH CHARLES EU- GENE MATHIEU, a citizen of the French Republic, residing at 209 Avenue de Neuilly, Neuilly, department' of the Seine, France, have invented a new and useful Improvement in Mechanism for the Alteration of Speed, of

which the following is a specification.

l "speeds; but if belt-driving is exclusively used the same time for the purpose the operator is practically 'restricted to a very limited number-of changes of speed on account of the encumbrances and complications inherent in this mechanism. If only one belt is employed and motion is transmitted to the driving-wheels of the car by means of sprocket-wheel and chain-pinion it may sometimes be possible, especially in the country, to get-down from the carandto alter the sprocket-wheel and chain-pinion in order to obtain an alteration of speed suitable to the change of gradient; but that will not be feasible in town. This being stated, myinvention contemplates the use of a certain number of trainsof speed red ucin g gear, thus producing a corresponding number of difierentmain speeds, the reversed motion includedin fact, being the-usual eontrivance fora-ltering speed by means of gearingand at I combine this contrivauce with a belt arrangement for changing speed in such a manner that for each reduced velocity by gearing I obtain as many diiferent speeds as there are belts. If, for example,

three trains of speed-reducing gear are employed and two sets of belt-gear are combined with the same, it becomes possible to alter the motion of the car so as to run at six different speeds, and in case sets of belt-gear are used twelve different speeds could be obtained; but of course it must be understood'that the relation between the parts of the mechanism is of such a kind that the speed resulting from one combination of gearing and belting is not the same as four gearings and three that resulting from the combination of another gearing and another set of belt-gear. In fact, suppose a motor-car has three differential gearings--viz., one of great reduction, oneof smaller reduction, and one for reverse motion-and inaddition is fitted with two sets of belt-gear for alteringspeed in the proportion of one to one and one-half. Now by combining the first belt and the first toothed gearing a velocity of ten kilometers (six and one-fourth 'miles) per hour is obtained and by combining the second toothed gearing and the first belt a speed of twenty kilometers (twelve and one-half miles) is insnred. If, however, the/second belt is combined with the first toothed gearing or with the second such gearing, the resultingspeed is fifteen orthirty kilometers (nine and threeeighihs or eighteen andthree-fourths miles) perhour,respectively.

in the manner described.

In town, where the crowded traffic does not allow riding at twenty kilometers per hour,

By using the reversed motion two diiiferent speeds may be obtained the first toothed gearing is always made use of, generally in combination with the first set of belts, the result being a speed of ten kilometers per hour; but when higher. speed is desirable-for example, for overtaking an other car-the belt is changed, but not the toothed gearing. g

If it is aquest-ion of riding in the country on fiat ground, the second gearing is used, while on hilly ground it is better to use the first toothed gearing. The variations of speed within the limits of each set of toothed gearing are dependent on the different belts employed. By this arrangement I avoid the necessity of frequently alterin g the various gear- 'ings.

An example of the improved construction is shown in the accompanying illustrations, drawn to'different scales. By reference to these drawings my invention will be more fully understood.

Figure 1 represents the plan of the improved mechanism. Fig. 2 is a rear view of the same; Fig. 3, a lateral view, while Fig. 4 on a smaller scale than Figs.- 1, 2, and 3, shows in a diagrammatic perspective view the arrangement for governing the improved mechanism for altering speed. Fig. 5 illustraies a detail. Fig. 6 a vertical section along the vertical axis of Fig. 5. Fig. 7 is an outside elevation of Fig. viewed from the left. Fig. 8 is a plan, partly in section, on a larger scale of Fig. '7. Fig. 9 shows two methods of connecting the rack c to the rod 0 Referring to the drawings, 1 is the rear axle of the car. It carries at its center part the usual box for the differential gear 2, this latter having a toothed rim 3 and, according to the specimen in the drawings,a brake-pulley 4. The axle 1 rotates in the interior of the tubes '7 and 8, to which are attached plates or flanges 5 and 6, between which the different-ial gear and its dependencies are located. The plates are spaced apart.by sleeves 9 to the rear of the differential gearing. The space between the two plates is somewhat wider and serves for the reception of the gearing by means of which the reduction of speed is effected. The rear portionsof the plates form bearings for four shafts, the first shaft 10, carrying the pinion 11, always engaging th toothed rim 3 of the differential gear 2 and further carrying the pinions 12 and 13 for two different speeds (forward driving) and the pinion 14 for the alteration of speed in the reversing motion. It must be well understood that these various pinions are mounted upon shaft and are independent of and separated from the pinion 11.. The second shaft 15 projects beyond the plates on each side and carries outside the latter, on each side, respectively, loose pulleys 16 and 17 and fixed pulleys 18 and 19, which pulleys are driven by means of belts from the motor. Between the two flanges the shaft 15 is of square section 20, and upon this part a sleeve 21, carrying two gears 22 and 23, is arranged with freedom to slide. The third shaft 27 is below the shaft 15 and carries a gear 26, which meshes with the gear 14. A fork 24, engaginga neck of the sleeve 21, serves for displacingthis latter upon the part 20 for the purpose of effecting the engagement between 22 and 12 or that between 23 and 13 for for- Y ward driving, or finally that between 23 and 14 through the medium of gear 26 on the intermediate shaft 27 for the reversing mo? tion. The fourth shaft 23 isplaced a little above shaft 15 and carries a sliding sleeve 29, provided with the fork 24.

In their normal positions the belts are maintained upon the loose pulleys by means of the forks 30 and 31, which are pivoted to collars 32 and 33, mounted upon the tubes 7 and 8. The are described by the rear extremity of the forks 30 and 31 and its movement are limited at both ends by abutments 3*, each forming one piece with the collars 32 and 33, respectively. The front extremities of the forks 30 and 31 are connected together by a spring 34, which exerts a constant tendency to keepthe belts upon the loose pulleys.

The front end of each of the forks 30 and 31 carries a pin and 36, respectively, on

39 moves to the right, while the pin is direcfly pushed to the right, and byits motion The causes the belt to be displaced from the pul-,

1ey16 to pulley 18. When the rod 39 is moved from the right to the left side, the belt is put upon the fixed pulley l9. p

In Fig. 4 the appliance for governing the forks 30 and 31 and the sleeve 29 is represented ina perspective view. The whole appliance is worked by a single element in connection with the steering-gear.

The steering of the car is effected by means of a hand-Wheel a, which causes the bar b to turn, this latter acting upon the front wheels of the car by means of suitable connecting devices.

The controller proper for altering the speed of the car consists in a handle-bar c, capable of being actuated in two'different ways. The first is a rotary motion around its own axis, by which motion the sleeve 29 may be dis placed, and consequently an alteration of the gearing is effected. For this purpose the handle-bar c is provided with a pinion c, meshing with a rack c on the end-0t rod 0 connected to the end of a crank c on a shaft 0 situated upon the frame of the car; The rear extremity of this shaft 0 carries a crank 0 extending in a downward direction, the end of which is connected by a swivel-joint and pivot to a rod 0 connected with the sleeve 29, thislatter being designed forc'hanging the speed by displacing the train of speedreducing gean. By turning the handle of the ,bar 0, and consequently-the pinion c, the.

rack c is caused to ascend or to descend, the.

is effected in a plane at right angles to the tube (1 around the axis of this latter, as the bar a is mounted in a support made in one piece with the tube (1, which surrounds the central rod 1). The bottom end of the tube d carries a crank d, connected by means of the rod (1 with a crank (1 mounted on one of the extremities of tube (1 through which passes the shaft 0 its other extremity carrying crank d which extends in a downward direction. This latter crank d is linked at the lower end to a rod d, which is connected by means of a smaller rod d with the slotted connecting-rod It will easily be understood that by turning the tube (1 by means of the handle 1: a reciprocating motion of the rod 39 from right to left, and'vice vcrsa, is

caused. M

In the detail represented by Fig. 5 it may be seen that the handle a carries a pawl m, engaging with one of the three notches of a fixed sector m in such a manner that the revolution of the handle 0 around the axle d is limited at each position taken by the belt, either upon the'pulley 19 or upon pulley 18 or upon both of them.

As clearly shown on Fig. 6 the support or frame of the steering-gear is composed of a tube 1, fixed in any convenient manner to the frame of the vehicle. The rod I), carrying the steering-wheel a, passes through said tube and is suitably connected at its lower end with thefront wheels of the vehicle, as hereinbefore described. The supporting-tube r is surrounded by another tube (1-, carried and able to turn on the bottom collar r of the tube 7*. Tube (Z is held and guided at the top by a cap 7*, fixed to the supporting-tube r. The said cap carries a quadrant m, rigidly connected thereto. The top of the tube d is fitted with a casing n, in which the toothed wheel 0', the rack 0 the shaft and handle 0, and the spring q are lodged. The shaft 0, supported at 0 and 0, is held in position longitudinally by the spring g, which bears at one end on the washer n, fixed to the casing, and at the other on a collar 1) on the shaft 0. By means of a slotted keyway the shaft c can slide in the toothed wheel 0? without affecting. the rotatory movement of'th'e latter when the handle is turned. A little beyond the spring, at the opposite end of the'toothed wheel, the shaft 0 has a groove 19, into which enters a vertical stud, fixed to the catch an. One end of the said catch latches'into the notches on the quadrant m, and the other pivots on a pin n fixed to the casing n.

The working of the arrangement is asfollows: When a change of speed by means of the movable toothed gear is wanted, the handle of the shaft 0 is turned. This turns the toothed wheel a and raises or lowers the rack the notch of the, quadrant m.

0 the. before described. The second movement of the shaft cthat is, at right angles around the shaft d-takes place as follows; the parts being supposed to be in the position shown on Fig. 8: YVhen the handle of the shaft 0 is pulled in the direction indicated by the arrow, the said shaft compresses the spring (1 and, acting by its groove 1) on the stud of the catch'm, unlatches the latter from Then this happens, the tube d can be rotated in either direction and the change of speed producedby the shifting of the belts on the pulleys. The moment this is accomplished the shaft 0 by means of the spring (1 automatically latches the catch m into another of the three notches of the quadrant 777;. The connection of the rack c to the rod 0 can be made eitherby a simplehccl; u. on the rod c passed through a he of an ordinary joint with a pin, Fig. 9. The

slight torsional strain-on rod 0 produced by A a the verylimited rotatory movement of the tube cl, may be neglected on account of the length of the said rod, the play in the joints,

' and from the fact that the rack is very near the center of rotation.

In the whole I claim as my invention and as my exclusive property- 1. In a mechanism for altering speed, the combination with a driven shaft provided with a gear, of ad'riving-shaft provided with a plurality of independent belt-driving mech-- anisms of different speeds, an intermediate shaft provided with a gear meshing with the gear on the driven shaft, a plurality of different-speed gears on the driving and the intermediate shafts, means to bring either of said belt mechanisms into operation, and means to bring either of said speed-gears into operation, substantially as set forth. v

2. In a mechanism for changing speed, the combination with a driven shaft or axle provided with a gear, of a driving-shaft provided with a plurality of independent belt-driving mechanisms of different speeds, an intermediate shaft provided with a gear meshing with the gear on the driven shaft, a plurality of different-speed gears on the intermediate shaft, a sleeve slidably mounted on the driving-shaft and rotatabletherewith, different-' speed gears carried by the sleeve, means to move the sleeve to bring either of its gears '11 endof rackv or by means into mesh with its respective gear on the intermediate shaft, and means to bring either of said belt mechanisms into operation, substantially as set forth.

3. In a mechanism for altering speed, the combination with a driving and a driven shaft, of a plurality of independent belt-driving mechanisms of difierent speeds mounted on the drivingshaft, a plurality of differentspeed gears between the driving and driven shafts, a controlling device movable in two di rections transverse to each other, and two series of connections/ between the controlling device and the belt-driving mechanisms and the speed-varying gears, whereby the movement'of the controlling device in one direction will control the belt-driving mechanisms," and its movement in a transverse direction will control the speed-varying gears, substantially as set forth.

In testimonythat I claim the foregoing as my invention I have signed my name'in presence of two subscribing witnesses.

JOSEPH CHAR-LES nuetrt MATHIEU.

Witnesses:

GORDON D. STURROCK, MICHEL T. CHIEBRY. 

